Stopped rotor aircraft

ABSTRACT

An aircraft includes a wing which is configured to provide lift during a wing-borne mode of flight and a stoppable rotor which includes a first blade and a second blade. The stoppable rotor is configured to rotate about a vertical axis of rotation during a hover mode of flight and stop with the first blade pointing forward and the second blade pointing backward at least some of the time during the wing-borne mode of flight. The aircraft also includes a combination rotor which rotates about a longitudinal axis of rotation in a first direction at least some of the time during the hover mode of flight and in a second direction at least some of the time during the wing-borne mode of flight.

CROSS REFERENCE TO OTHER APPLICATIONS

This application is a continuation of co-pending U.S. patent applicationSer. No. 15/599,184, entitled STOPPED ROTOR AIRCRAFT filed May 18, 2017,which claims priority to U.S. Provisional Patent Application No.62/340,974, entitled STOPPED ROTOR AIRCRAFT filed May 24, 2016 both ofwhich are incorporated herein by reference for all purposes.

BACKGROUND OF THE INVENTION

Aircraft designs with different intended purposes, for example efficientforward flight versus efficient hovering, have highly differentiatedcharacteristics. Some types of aircraft, such as autogyros andhelicopters, are very good at hovering but have poor forward flightperformance (e.g., as measured by drag). Other types of aircraft, suchas motor-gliders, have good forward flight performance (e.g.,motor-gliders tend to have both high lift to drag and low zero liftdrag) but cannot hover. New types of aircraft which have both goodforward flight and hovering performance would be desirable. For example,to achieve the same flight range and/or flight time, such aircraftconsume less power compared to other types of aircraft.

BRIEF DESCRIPTION OF THE DRAWINGS

Various embodiments of the invention are disclosed in the followingdetailed description and the accompanying drawings.

FIG. 1A is a diagram showing a top view and a side view of a stoppedrotor aircraft embodiment.

FIG. 1B is a diagram showing a bottom view and a front view of a stoppedrotor aircraft embodiment.

FIG. 2 is a diagram illustrating an embodiment of a stopped rotoraircraft with a foam filled skeg and wheels.

FIG. 3 is a diagram illustrating an embodiment of a stopped rotoraircraft with dedicated anti-torque rotors.

FIG. 4 is a diagram illustrating an embodiment of mechanical componentswhich connect the stoppable rotor to the rest of the aircraft.

FIG. 5 is a diagram illustrating an embodiment of a stoppable rotor withflaps and a single-sided tailfin.

FIG. 6 is a diagram illustrating an embodiment of a stoppable rotor witha double-sided tailfin.

FIG. 7 is a diagram illustrating an embodiment of components associatedwith a stoppable rotor.

FIG. 8 is a flowchart illustrating an embodiment of process to stop astoppable rotor.

FIG. 9 is a diagram illustrating an embodiment of a state machineassociated with a stoppable rotor controller.

FIG. 10 is a diagram illustrating an embodiment of an undesirableposition which may occur when a stoppable rotor is coming to a stop.

FIG. 11 is a flowchart illustrating an embodiment of a process to detectan unstable position of the stoppable rotor and continue a rotation in anormal direction of rotation.

FIG. 12 is a flowchart illustrating an embodiment of a stopping processwhich uses feedback.

FIG. 13 is a diagram illustrating an embodiment of aproportional-derivative (PD) controller used to adjust an amount ofnegative torque used to stop a stoppable rotor.

FIG. 14 is a diagram illustrating an embodiment of a stoppable rotorwhich is stopped using a proportional-derivative (PD) controller.

FIG. 15 is a flowchart illustrating an embodiment of a stopping processwhich uses a proportional-integral-derivative (PID) controller.

FIG. 16 is a flowchart illustrating an embodiment of a process tomaintain a desired stop position.

FIG. 17 is a diagram illustrating an embodiment of a state machineassociated with a stoppable rotor controller which includes a state towait for a searching start point.

FIG. 18 is a diagram illustrating an embodiment of a searching startpoint and noise which prematurely triggers a stopping process.

FIG. 19 is a flowchart illustrating an embodiment of process to stop astoppable rotor using a searching start point.

DETAILED DESCRIPTION

The invention can be implemented in numerous ways, including as aprocess; an apparatus; a system; a composition of matter; a computerprogram product embodied on a computer readable storage medium; and/or aprocessor, such as a processor configured to execute instructions storedon and/or provided by a memory coupled to the processor. In thisspecification, these implementations, or any other form that theinvention may take, may be referred to as techniques. In general, theorder of the steps of disclosed processes may be altered within thescope of the invention. Unless stated otherwise, a component such as aprocessor or a memory described as being configured to perform a taskmay be implemented as a general component that is temporarily configuredto perform the task at a given time or a specific component that ismanufactured to perform the task. As used herein, the term ‘processor’refers to one or more devices, circuits, and/or processing coresconfigured to process data, such as computer program instructions.

A detailed description of one or more embodiments of the invention isprovided below along with accompanying figures that illustrate theprinciples of the invention. The invention is described in connectionwith such embodiments, but the invention is not limited to anyembodiment. The scope of the invention is limited only by the claims andthe invention encompasses numerous alternatives, modifications andequivalents. Numerous specific details are set forth in the followingdescription in order to provide a thorough understanding of theinvention. These details are provided for the purpose of example and theinvention may be practiced according to the claims without some or allof these specific details. For the purpose of clarity, technicalmaterial that is known in the technical fields related to the inventionhas not been described in detail so that the invention is notunnecessarily obscured.

The following figures illustrate various embodiments of and featuresassociated with a stopped rotor aircraft. In some embodiments, a stoppedrotor aircraft includes a stoppable rotor which includes a first bladeand a second blade (where the stoppable rotor is configured to rotateabout a substantially vertical axis and the stoppable rotor isconfigured to stop with the first blade pointing forward and the secondblade pointing backward while the aircraft is mid-flight) and a set ofone or more combination rotors where the set of combination rotors isconfigured to rotate about a substantially longitudinal axis; in a firstmode of operation, the set of combination rotors are configured toprovide anti-torque in order to counter torque produced by the stoppablerotor when the stoppable rotor is rotating; and in a second mode ofoperation, the set of combination rotors are configured to provideforward thrust when the stoppable rotor is not rotating. First, someexamples of aircraft which use a stoppable rotor (referred to herein asstopped rotor aircraft) and stoppable rotors are described. Then, someexamples of processes and/or components associated with stopping thestoppable rotor are described.

FIG. 1A is a diagram showing a top view and a side view of a stoppedrotor aircraft embodiment. In the example shown, diagram 100 shows aside view of the exemplary aircraft. For sizing context, a pilot isshown in or adjacent to the aircraft in these diagrams. In this example,the stopped rotor aircraft includes a stoppable rotor (102) which isoriented or otherwise configured to rotate about a substantiallyvertical axis of rotation (105). The stoppable rotor is capable ofstopping (if desired) while the aircraft is mid-flight. For example, apilot may decide when it is appropriate to stop the stoppable rotor andissue an instruction to that effect. Since rotor 102 is able to stopmid-flight (if desired), rotor 102 is referred to as a stoppable rotor.

Although not necessarily shown here, the stoppable rotor (102) may beoptimized for vertical flight, for example, by selecting bladeproperties for the stoppable rotor (e.g., blade twist, blade pitchangle, etc.) which offer good vertical thrust and/or good vertical lift.Generally speaking, the stoppable rotor (102) is good at and/oroptimized for vertical flight.

Diagram 110 shows a top view of the same aircraft as in diagram 100. Inthis diagram, the stoppable rotor (102) is shown in a stopped positionor state which is desired and/or low-drag. As shown here, when thestoppable rotor (102) stops in the desired stop position, the firstblade (101) is pointing forward (e.g., over or toward the nose of theaircraft) and the second blade (103) is pointing backward (e.g., over ortoward the tail of the aircraft). The first blade (101) and second blade(103) are sometimes referred to herein as the leading blade and thetrailing blade, respectively, because of their positions shown here.

When the stoppable rotor (102) is stopped, the position shown here(e.g., with the first blade (101) pointing forward and the second blade(103) pointing backward) may be desirable because it is a low-dragposition. For example, the stoppable rotor (102) is typically stoppedwhen the aircraft is in forward flight and during forward flight, thestoppable rotor offers the least drag when the blades are in theposition shown. In contrast, if the stoppable rotor were instead stoppedwith the blades pointing out over the wings, the drag on the aircraftwould be greater than the stoppable rotor position shown here.

Similarly, the first blade (101) and second blade (103) of the stoppablerotor (102) have different blade lengths because of desired and/orassociated properties when the stoppable rotor (102) is stopped. Thestoppable rotor is typically stopped when the aircraft is flying forwardand the forward movement of the aircraft could cause the leading blade(101) to tip upwards (and similarly the trailing blade (103) could tipdownwards) from the air resistance when moving forward. If the leadingand trailing blades were instead of equal length, this is more likely tooccur. By making the leading blade shorter than the trailing blade, theblades are more stable about the teeter axis during forward flight whenthe stoppable rotor (102) is stopped.

In addition to the stoppable rotor (102), the exemplary aircraft alsoincludes combination rotors (106). These rotors are attached to thewings (104) and are configured to rotate about substantiallylongitudinal axes of rotation (105). The combination rotors are referredto as such because they serve a combination of purposes or functions.When the aircraft is hovering, the lift to keep the aircraft airborne isprovided by the stoppable rotor (102). In this first mode of operation,combination rotors 106 act as anti-torque rotors by providinganti-torque to counter the torque produced by the rotation of thestoppable rotor 102. For example, this may include rotating in adirection which counters the torque induced by the stoppable rotor.

When flying forward (e.g., with the stoppable rotor stopped),combination rotors 106 act as forward thrust rotors which provideforward thrust in order to move the aircraft forward to provide thenecessary vertical lift to keep the aircraft airborne. This second modeof operation is sometimes referred to as a forward flight mode (e.g.,compare to the first mode of operation, which is sometimes referred toas a hovering or vertical flight mode). In this mode, the forwardmovement of the aircraft from the combination rotors (106) causesairflow over the wings (104) which in turn produces aerodynamic liftforces on the wings (104). In other words, the purpose of thecombination rotors in this mode is to move the aircraft forward, asopposed to providing anti-torque.

In various embodiments, the blade properties of the combination rotors(e.g., blade twist, blade pitch angle, etc.) may be selected based onone or both of those desired objects: to provide good anti-torque (e.g.,when the stoppable rotor is on) and/or to provide good forward thrust(e.g., when the stoppable rotor is off).

The following figure shows some additional views of the exemplarystopped rotor aircraft.

FIG. 1B is a diagram showing a bottom view and a front view of a stoppedrotor aircraft embodiment. FIG. 1B continues the example of FIG. 1A.Diagram 120 shows a bottom view of the exemplary stopped rotor aircraft.In this diagram there are two copies of the wings: rotated wings 104′(which are rotated to show the wingspan relative to the nose-to-taillength) and un-rotated wings (104). Naturally, the dimensions shown hereare merely exemplary and are not intended to be limiting.

Diagram 130 shows a front view of the exemplary stopped rotor aircraft.In the state shown, the combination rotors (106) are rotating about asubstantially longitudinal axis whereas the stoppable rotor (102) is off(i.e., not rotating). This front view illustrates the point made aboveabout how the stoppable rotor (102) has low drag when stopped in theposition shown. Note, for example, that with one blade facing forwardand the other blade facing backward, very little of the stoppable rotoris visible from this view and this corresponds to low drag.

In some embodiments, a stopped rotor aircraft is designed to haveglider-like properties. For example, the stopped rotor aircraft may be(e.g., extremely) lightweight and the shape of the fuselage may beoptimized for low drag during forward flight. This may permit thestopped rotor aircraft to glide for substantial periods of time, even ifboth the stoppable rotor and combined rotors are turned off. In someembodiments, a stopped rotor aircraft is built as a single seat aircraftand/or fits within ultra lightweight restrictions.

The exemplary stopped rotor aircraft shown here exhibits excellentforward motion performance, as well as excellent hover performance. Forexample, when hovering, the stoppable rotor (102) is used to provideboth vertical thrust and vertical lift, which the stoppable rotor isvery efficient at. The stopped rotor aircraft is also good at forwardflight, for example because of the light weight of the aircraft, theaerodynamic shape of the aircraft, and/or the design choices made forthe combination rotors (e.g., with good forward motion performance inmind). In contrast, other types of aircraft are good at one type ofmotion but not the other, or may not even be capable of performing onetype of motion at all (e.g., some types of aircraft cannot hover).

Some other types of aircraft may use multiple (e.g., smaller) bladesrotating about a substantially vertical axis to provide vertical thrustand vertical lift. The configuration shown here where a single rotor(i.e., the stoppable rotor) is used for vertical thrust and verticallift may be more attractive because it tends to be more efficient thanmultiple, smaller rotors (e.g., if the disc area of the single rotor islarger than that of the combination of all smaller rotors in thecomparison). This benefit can be increased through the greater Reynoldsnumber of the single rotor (ignoring any lost efficiency due to anyin-blade flap mechanism for those embodiments which include flaps). Insome embodiments, the stopped rotor aircraft is battery-powered and/orultra lightweight, so consuming less power is desirable because itreduces the weight of the battery and/or extends the flight range.

Another benefit to using a single rotor for vertical thrust and verticallift is that it produces less noise and the noise produced is at a lowerfrequency. In contrast, an aircraft which hovers using multiple rotorswith smaller blades will produce more (i.e., louder) noise at a higher(e.g., “buzzing”) frequency. To people in the vicinity, the latter ismore annoying and so designs with a single rotor for hovering may bepreferable to ones with many rotors with smaller blades for hovering.

In various embodiments, a stopped rotor aircraft is able to take off andland on a variety of surfaces (e.g., water, land, etc.). The followingfigures show some landing gear examples which permit this.

FIG. 2 is a diagram illustrating an embodiment of a stopped rotoraircraft with a foam filled skeg and wheels. In the example shown, theexemplary stopped rotor aircraft is able to take off and land on avariety of surfaces, including land and water, as desired. Diagram 200shows a top view of the exemplary aircraft which includes a stoppablerotor (202), combination rotors (204), and wings (206).

Diagram 250 shows a side view of the exemplary aircraft. As shown fromthis view, the exemplary aircraft has a landing and hovering orientationwhere the nose of the aircraft is up, approximately 10°-15°. This noseup orientation can be retained while avoiding a tail-first landing withuse of a skeg (154) on the bottom of the aircraft. The nose up anglealso permits the wings to have a better angle during transition bothfrom hover to wing-borne and wing-borne to hover flight, by betteraligning flow to the wing and better aligning the rotor for forwardacceleration in level orientation. The nose up angle also permits moreclearance between the rotor blades and the fuselage of the aircraft.

The skeg (154), which is located at the bottom of the aircraft, in thisexample is foam filled and provides a crush structure. In the event ofan emergency landing, the foam-filled skeg acts as a cushion, absorbingsome of the impact. The skeg also permits non-emergency landings on avariety of surfaces. For example, the fin-like shape of the skeg permitsthe skeg to pierce water more easily for a water landing, if desired. Inthis example, the aircraft also includes wheels (156) to permit ahorizontal takeoff and/or landing on a solid surface, if desired.

It may be helpful to describe a stopped rotor aircraft's operation invarious modes or states of operation. The following walks through anexample flight from takeoff to landing.

Takeoff

In this example, the aircraft performs a vertical takeoff usingstoppable rotor 202 (e.g., where rotor 202 provides sufficient verticallift to take off). Combination rotors 204 are on to counter the torqueinduced by stoppable rotor 202 and do not substantially contribute tothe vertical lift needed to take off. Naturally, the speed of thestoppable rotor may be adjusted to hover, rise vertically, or descendvertically. In some embodiments, the stoppable rotor includes flaps (notshown here) which are used during takeoff in order to generate highfrequency content thrust and cyclic control signal, while the stoppablerotor's angular speed (e.g., in RPM) can be adjusted to achieve lowfrequency control over hover thrust.

Hover

In the hovering state or mode, the combination rotors (204) are on,rotating in a direction which counters the torque produced by thestoppable rotor (202). An example of this is described in more detailbelow. In other embodiments, some other rotor or structure may be usedto counter the torque produced by the stoppable rotor (202). Forexample, a flywheel could be decelerated, or an aerodynamic surface suchas the rudder or a spoiler can provide the countering torque.

Transition from Hover to Forward Flight

To transition from hovering to forward flight, the stoppable rotor (202)is used to carry the vehicle into forward flight at a flight speed abovethe stall speed of the aircraft. In other words, even though thestoppable rotor is not necessarily optimized for forward flight, it isused to put the aircraft into this flying mode or position (i.e., movingforwards), which causes airflow over the wings and which in turn causesan aerodynamic lift force on the wings. After this, the stoppable rotoris adjusted to give low lift and the stoppable rotor (202) is quicklystopped after the majority of lift is transitioned to the wing. In someembodiments, a stopped rotor aircraft is glider-like (e.g., very lowdrag and ultra lightweight) which helps the stopped rotor aircrafttransition the lift to the wings. Once stopped, the stoppable rotorremains in the desired stop position with the shorter blade facingforward and the longer blade facing backwards. See, for example, diagram200.

A variety of processes and/or techniques for stopping the stoppablerotor may be used. In some embodiments, a rotor stopping process becomesunstable at high advance ratios. To avoid the blade diverging from arelatively flat plane, active control can be applied using the flaps onthe rotor (for those embodiments which use flaps). This could include,for example, feeding back the teeter axis angular rate on the rotor soas to provide teeter axis damping.

During the transition from hovering to forward flight, the combinationrotors (204) switch from countering the torque of the stoppable rotor toproviding forward motion. As described above, the stoppable rotor may beslowed down during the transition from hovering to forward flight. Whenthe stoppable rotor reaches a speed where the combination rotors nolonger need to counter the torque produced by the stoppable rotor, thecombination rotors may switch from providing anti-torque (i.e.,countering the torque from the stoppable rotor) to providing forwardthrust.

In some embodiments, switching the combination rotors from counteringthe torque from the stoppable rotor to providing forward movement meansswitching the direction of rotation (e.g., counterclockwise to clockwiseor vice versa). Naturally, the speed of the combination rotors may beadjusted to move forward faster or slower as desired once in forwardflight.

In some embodiments, the combination rotors have a smaller amount ofthrust when rotating in one direction (e.g., backwards when used forforward flight) compared to another direction (e.g., forwards when usedto counter torque from the stoppable rotor). If the thrust is set lower,the inefficiency of spinning backwards will be countered approximatelyby the efficiency gain of a low disc loading (e.g., thrust per diskarea), and the efficiency of this rotor may be matched to that of theforward spinning motors providing anti-torque. That is, running a rotorbackwards is inefficient, but this inefficiency can be countered oroffset by low thrust or disc loading (e.g., using less thrust) whenrotating the combination rotor(s) backwards.

Transition from Forward Flight to Hover

To transition from forward flight to hover, the stoppable rotor (202) isstarted, increasing rapidly from a stop to its hovering and/or stableangular or rotational speed. As the stoppable rotor rotates faster, moretorque will be produced and the combination rotors (204) switch fromproviding forward motion to providing anti-torque, including by changinga direction of rotation. In some embodiments, a stopped rotor aircraftis glider-like (e.g., very low drag and ultra lightweight) so that thestopped rotor aircraft transition can glide with sufficient lift on thewings, even if all of the rotors are briefly off or are rotating slowly.

Landing

A variety of landings surfaces and direction of landing are supported bythe exemplary aircraft shown here. In some embodiments, the aircraftlands vertically by gradually decreasing the speed of the stoppablerotor when hovering. Or, the aircraft may land horizontally on landusing the wheels or on water using the foam-filled skeg while in forwardflight mode.

In some embodiments, a stopped rotor aircraft is configured for easier(e.g., ground) transport. For example, the wings of a stopped rotoraircraft may be removable from the body. Once separated, the wings andbody may then be placed in some trailer (e.g., enclosed or open-air) andtowed. Alternately, the wing may be mounted on a swivel such that it canbe rotated without any connections being severed, so as to better fit ona trailer. This permits the stopped rotor aircraft to be more easilytowed due to the smaller width once the wings and body are separated. Insome embodiments, the wings rotate (e.g., on some hinge) so that thewings run parallel to the body of the aircraft to achieve a narrowerwidth for easier transport.

In some embodiments, a stopped rotor aircraft includes dedicatedanti-torque rotors. The following figure shows one such example.

FIG. 3 is a diagram illustrating an embodiment of a stopped rotoraircraft with dedicated anti-torque rotors. In this example, a differentnumber and/or arrangement of rotors for forward flight versusanti-torque is shown compared to the previous examples. For clarity, thestoppable rotor on top of the aircraft is not shown in this figure.

In this example, the aircraft has rotors which are dedicated anti-torquerotors which are not used to provide forward movement or forward thrust.Two such rotors are mounted on the wings (i.e., wing anti-torque rotors302 a and 302 b) and one is on the tail (i.e., tail anti-torque rotor304). Since these are dedicated anti-torque rotors, these rotors onlyrotate during hover when the stoppable rotor (not shown) is rotating.During forward flight (e.g., when the stoppable rotor is stopped),anti-torque rotors 302 a, 302 b, and 304 do not rotate.

Unlike the dedicated anti-torque rotors, the combination rotors (300)operate during hover as well as forward flight. This figure illustratesthe directions in which combination rotors 300 rotate (at least in thisexample). When hovering, the combination rotors (300) rotate in oppositedirections (i.e., to provide anti-torque) and during forward flight theyrotate in the same direction.

As shown here, a stopped rotor aircraft may include any number and/orarrangement of combination rotors, dedicated anti-torque rotors, and/ordedicated forward flight rotors.

The following figure shows an example of the mechanical components whichconnect a stoppable rotor to the rest of the aircraft.

FIG. 4 is a diagram illustrating an embodiment of mechanical componentswhich connect the stoppable rotor to the rest of the aircraft. In theexample shown, the upper bearing (400) provides a cupola type supportfor the break in the skin while the upper bearing can be a sphericalplain type for lower mass and lower tolerance. In the example shown,bearing 1 (400) is plain, having a surface speed of approximately 1 m/s.However, similar designs may be made and in particular, if thedriveshaft is made of steel, roller bearings can be used with a minimumof weight.

Because of the lightweight nature of the stoppable rotor, in variousembodiments, the rotor inertia is extremely low. As such, in the eventof a power outage there may be very little time for the pilot to reactand start autorotation. There also may be very little time to flare. Toaddress this, in the example shown here, the lift thrust is split intotwo motors (410 a and 410 b), each of which is capable of either hoveror a slow descent where the two motors are fully independent. Analternate embodiment is to split the motor into more than threewindings. For example, a six winding motor with two independent motorcontrollers would provide redundancy for a majority of failure cases.Because of the small amount of power used in hover, it is reasonable toput a separate battery on each (not shown here) and to allow it tocharge at a slow rate of descent. For example, for a desired T/W≈1.2 atmaximum takeoff weight, we should expect a torque limited drive systemto deliver about 75% of hover thrust, with the rest needing to come fromautorotation for forward flight. Given that many electric motors arecapable of momentary overloads, a flight path on landing may be plannedfor which does not require hover thrust for a significant time oroutside of ground effect, while paying very little penalty in mass forthe complete redundancy. If a lift fan motor is already out while inforward flight, it may be desirable for the pilot to perform ahorizontal landing on a runway if possible.

In some embodiments, the underside of one of the blades has a reflectivepatch or some other variety of zero crossing indicator. In someembodiments, this reflective patch is used to detect when the blades arein some desired stop position (e.g., with the leading blade facingforward and the trailing blade facing backward) or to calibrate anestimate of the rotational angle of the stoppable rotor. In one example,a stationary light, shining upwards, is positioned to hit the reflectivepatch when the stoppable rotor is in the desired stop position. Bydetecting the reflection from the patch, it is possible to detect whenthe stoppable rotor has stopped in the desired stop position. In someembodiments, when the stoppable rotor is moving (e.g., during hovermode), the reflective patch is used as a tachometer. In an alternateembodiment, the rotor shaft may have an encoder that would be used todetect blade angle and control the blade to a desired stop location overa pre-planned torque, speed, or position profile. In another alternateembodiment, a desired torque profile is used as a basis for stoppingmotion control, and a feedback loop is closed over this to force therotor to stop at a desired rotation angle.

Typical rotors are not designed to stop mid-flight. For example, therotors of a helicopter do not stop until the helicopter lands. Thefollowing figures illustrate more detailed examples of a stoppable rotorwhich is designed to stop mid-flight and which may be used by a stoppedrotor aircraft.

FIG. 5 is a diagram illustrating an embodiment of a stoppable rotor withflaps and a single-sided tailfin. In this example, to make starting andstopping the stoppable rotor easier while flying, the leading blade(502) and trailing blade (504) and other parts of the stoppable rotorare relatively low-inertia (i.e., lightweight). This makes the bladeseasier to start and stop. Lighter blades not only reduce total vehicleweight, they also allow for angular rate (e.g., RPM) control of thrustand reduce the need for collective control range on the flaps.

The flaps (500) are used to control or otherwise adjust the blades ofthe stoppable rotor, for example when in hover mode. In this particularexample, both the trailing blade (504) and the leading blade (502) haveflaps. Alternatively, in some embodiments, only one of the blades haveflaps or no flaps are used and the rotor is stopped using othercomponents. When a collective, cyclic, blade pitch or other command isgiven that would change rotor output force or moments, the flaps areused as a primary flight control to enact the change in output forceand/or moment. For example, a cyclic command would become a sinusoidalcommand on the flaps. Each flap can (if desired) be commandedindependently to an optimal angle to maximize rotor efficiency over theset of commands, or they can be commanded in some simplistic mixedcontrol manner such as duplication of the same command to every servo ona blade.

When stopping the stoppable rotor (e.g., when transitioning fromhovering to forward flight), the flaps may be used to control bladepitch and minimize the instability of the rotor blade at the transienthigh advance ratios seen during the stopping procedure. When thestoppable rotor has stopped, the flaps may be returned to a neutralposition to minimize drag during forward flight and to minimize energyused.

The tailfin (506) of the trailing blade causes the stoppable rotor toretain a level pitch or teeter attitude when the aircraft is in aforward mode of flight, while the stoppable rotor is stopped and theleading blade is pointing forward and the trailing blade is pointingbackward. The tailfin (506) helps to maintain a level position when thestoppable rotor is stopped in the following manner. If the trailingblade (e.g., at a stop and facing backwards) were to tip downward, thetailfin would exert a greater righting moment than the leading bladewould exert an anti-righting moment. The greater upward force on thetail plane causes the rotor to return to a neutral angle and results instatic stability. The long moment arm from the teeter pivot location tothe tailfin results in a large pitch rate damping term which is helpfulfor producing dynamic stability. This behavior correction causes thestoppable rotor to remain substantially stable and in the level planewhen stopped during forward flight.

In some embodiments (not shown here), the rotor has only one blade,specifically the trailing blade, which is balanced by a counter-weightinstead of a leading blade during hovering and transitioning flight. Forexample, a stoppable rotor with a single blade may be more efficient(but at the cost of more vibration).

In this example, the tailfin (506) is a single-sided tailfin. Theexemplary stoppable rotor shown here is designed to rotation in theclockwise direction, such that the tailfin is designed to remain in thewake of the stoppable rotor as it rotates. To put it another way, thetailfin extends outward from the trailing edge (508) of the trailingblade but does not extend outward from the leading edge (510) of thetrailing blade. In some embodiments, a stoppable rotor includes adouble-sided tailfin. The following figure shows one such example.

FIG. 6 is a diagram illustrating an embodiment of a stoppable rotor witha double-sided tailfin. In this example, diagram 600 shows an angledview, diagram 610 shows a side view, and diagram 620 shows a top view.In this particular example, the tailfin (606) has two sides: one sidewhich extends outward from the leading edge (622) of the trailing bladeand another side which extends outward from the trailing edge (624) ofthe trailing blade. In contrast, the tailfin shown in FIG. 5 only has asingle side or protrusion.

From the views shown, it is clear that the tailfin remains substantiallywithin the plane created by the leading blade and trailing blade. Inother words, the tailfin is not a vertical tailfin (e.g., which would bein a second plane perpendicular to a first plane which includes theleading blade and trailing blade).

As is shown in this example, tailfins (and, more generally, stoppablerotors) encompass a variety of embodiments. It is noted that the figureis not necessarily to scale and the leading blade (602) and trailingblade (604) are not necessarily the same length even though they mayappear to be so in this drawing.

In some embodiments, a stoppable rotor does not include a tailfin andsome other features are used to correct the stoppable rotor if it leavesa level plane. For example, the trailing blade may be made wider thanthe leading blade. This may cause similar corrective forces which wouldcause the trailing blade (e.g., when stopped and facing backwards duringforward flight) to be pushed back down when tilted up and to be pushedback up when tilted down. Naturally, asymmetric blade widths may be adesign feature used even when there is a tailfin.

The following figure illustrates an embodiment of components associatedwith a stoppable rotor.

FIG. 7 is a diagram illustrating an embodiment of components associatedwith a stoppable rotor. In this example, the first accelerometer (700a), first gyroscope (702 a), and first set of flap servo(s) (704 a) arelocated in the leading blade of a stoppable rotor and the secondaccelerometer (700 b), second gyroscope (702 b), and second set of flapservo(s) (704 b) are located in the trailing blade. It is noted thatalthough the two blades have duplicate and/or matching components inthis example, in some embodiments a component is only included in one ofthe blades (e.g., there may be only one accelerometer, only one laser,etc.), for example to reduce the weight of the aircraft. In some otherapplications, the additional weight from the duplicates is acceptablefor redundancy reasons.

The accelerometers (700 a and 700 b) and gyroscopes (702 a and 702 b)are used to respectively measure acceleration (e.g., degrees per secondsquared or radians per second squared) and angular rate (e.g., degreesper second or radians per second) in their respective blade. The bladesalso include lasers (703 a and 703 b) which emit beams which pointdownward from the bottom of the blades to the rest of the aircraft sothat as the stoppable rotor rotates, the beams trace a circle. One ormore laser sensors (714) are attached elsewhere on the aircraft (e.g.,to the base of the stoppable rotor, to the fuselage, or other locationwhich does not rotate with the stoppable rotor) and intersects the pathstraced by the beams. This permits the rotational angle (e.g., in degreesor radians) of the stoppable rotor to be known when the beams cross thelaser sensors (e.g., where the number of known crossings and/or datapoints can be adjusted by changing the number of lasers and/or sensors).Between these known crossings, an estimate of the rotational angle maybe corrected as/if needed. Other path crossing techniques, such as alight beam and a reflective patch which reflects back the light beam,may be used.

The flap servo(s) (704 a and 704 b) are used to position the flaps intheir respective blade. In one example, the flaps are raised or loweredto slow down the stoppable rotor. The flaps may be raised or lowered atsome other desired time and/or for some other purpose (e.g., while thestoppable rotor is rotating). When the stoppable rotor has stopped, theflaps may be put into a neutral position. It is noted that although bothblades have flaps in this example, some other embodiments may beconfigured differently (i.e., they do not have flaps) and the flapservo(s) may not be necessary.

Generally speaking, stoppable rotor controller 706 acts as thecontroller for the other components shown here. Instructions (e.g.,issued by the pilot and/or flight computer) are passed from wirelessinterface 710 to stoppable rotor controller 706 which parses theinstruction to determine which component the instruction is directed to.The instruction is then passed to the appropriate component. If there isany return data (e.g., an orientation reading from one of theaccelerometers, or an acceleration reading from one of the gyroscopes),then that data is passed from the relevant component to stoppable rotorcontroller 706 to wireless interface 710 and back to the pilot and/orflight computer over the wireless channel.

In this example, the blades are sealed off in the stoppable rotor duringflight. As such, there are no wires into the exemplary stoppable rotorto supply power and power is supplied by battery 708. In variousembodiments, battery 708 may be recharged in a variety of ways. In someembodiments, stoppable rotor can be opened up, exposing battery 708 andpermitting battery 708 to be charged and/or replaced with a chargedbattery. For example, the stoppable rotor may have some screws whichkeep some panel (e.g., covering the battery) closed. In applicationswhere the battery life is relatively long and/or a tight(er) seal isdesired, this may be attractive. Alternatively, the stoppable rotor mayhave some battery charging port or other opening (e.g., protected bysome rubber plug during flight) into which a charger is inserted whenthe stoppable rotor is not in use. This may be attractive inapplications where the battery needs to be recharged relativelyfrequently and/or opening up the stoppable rotor is inconvenient.Alternately, some stoppable rotor systems may have a slip ring which isused to carry power and/or signal onto the blade, or in which apneumatic control signal is used to achieve a given control and noelectronics live on the blade. These embodiments may be desirable inenvironments with high electromagnetic noise and/or on vehicles wherethe rotor will be used at a high duty cycle and recharging of the bladeis deemed too onerous for operations.

Since some of the components shown here are sealed off during flight,wires are not used to communicate with the components in the sealedhousing(s). Rather, wireless interface (710) is used to communicate with(as an example) a flight computer and/or some pilot. For example,suppose that the aircraft is manned by a pilot. The cabin will have acounterpart wireless interface (not shown) which sends the pilot'sinstructions from the cabin (e.g., possibly via a flight computer) towireless interface 710 and from there on to stoppable rotor controller706 and any other relevant components (e.g., if it is an instruction tomove or otherwise position the flaps, then stoppable rotor controller706 will communicate with the appropriate servo(s)).

Some example wireless technologies which may be employed (depending uponthe application, as described above) include a variety of regulated andunregulated wireless communication technologies, including (but notlimited to) infrared, radio, etc.

In some embodiments, wireless interface 710 includes security featuresto protect the stopped rotor aircraft from being commandeered by someother pilot and/or flight computer either inadvertently orintentionally. For example, the two wireless interfaces may useencryption (such as public key encryption) to communicate. With publickey encryption, neither side can be “spoofed” by another device, evenover a wireless communication channel where all transmissions areobservable. Alternately, the level of signal and the minimum thresholdof receiving, or a narrow receiving angle mode of communication could beused. For example, a well shaded laser point to point interface or acapacitatively coupled set of coils may be used. Alternately,communications may occur over either an electrical or optical slip ring.

During normal operation (e.g., when wireless communication with thepilot and/or flight computer is available), stoppable rotor controller706 may follow the instructions of the pilot and/or flight controller.In one example, the pilot and/or flight controller can specify any ofthe following instructions to stoppable rotor controller 706 (e.g., viawireless interface 710) and stoppable rotor controller 706 will pass onthe instruction to the appropriate component and adjust that componentas needed (e.g., to achieve the desired value specified by the pilotand/or flight controller): position the flap(s) using the flap servo(s)(e.g., specified as an angle, such as −90° through 90°), measureacceleration in using the accelerometer(s), measure angular speed usingthe gyroscope(s).

Other instructions or controls may be controlled externally bycomponents outside of the sealed compartment and as such as not passedwirelessly to the stoppable rotor. For example, one or more rotormotor(s) (712) apply torque (e.g., negative (e.g., to slow or stop thestoppable rotor), zero (e.g., when the stoppable rotor is stopped), orpositive (e.g., during hover)) to the stoppable rotor. Returning brieflyto FIG. 1A and FIG. 1B, the exemplary stoppable rotor (102) shown thereis relatively large and in some embodiments multiple smaller motors(e.g., which are designed for smaller rotors with shorter blades) may beused. In some embodiments, using multiple (e.g., smaller) motors torotate the stoppable rotor is more attractive compared to using a single(e.g., larger) motor because the total torque-to-weight ortorque-to-power consumption ratio is better and/or because it offersbetter redundancy.

Returning to FIG. 7, in some embodiments, if the wireless connection islost, the rotor controller goes through some sequence of emergencyprocedures. To detect when the wireless connection goes down, in someembodiments, the wireless interface (710) tracks the last time atransmission was received from the counterpart wireless interface viawhich communications are exchanged with the pilot and/or flightcontroller (e.g., in the cabin or on the ground). To ensure thattransmissions occur at some minimum frequency (e.g., in case there issome quiet period where neither side needs to exchange information),both wireless interfaces send beacons or pings at some predefined orotherwise specified frequency. If the amount of time since that lasttransmission was received exceeds some threshold, the stoppable rotorcontroller (706) will assume it has lost communication with the pilotand/or flight controller.

In one example, since wireless communication has range limitations andbecause uncontrolled forward flight may cause the aircraft to run intosomething, when the rotor controller determines that communication hasbeen lost, the rotor controller configures the stoppable rotor forhovering. For example, the rotor controller puts the flaps into aneutral position (e.g., neither up nor down) by specifying neutralpositions to the first and second set of flap servo(s) (704 a and 704b). By putting the stoppable rotor into a hovering configuration, it ishoped that the aircraft will not go out of range of the other wirelessinterface and/or the aircraft will not collide with something.

It is noted that since the rotor motor(s) (712) which control therotation of the stoppable rotor are outside of the sealed compartment,the rotor controller cannot start the rotor motor(s) which drive thestoppable rotor (if needed) when in a lost communication state. In someembodiments, wireless interface 710 emits a wireless signal indicatingthat the stoppable rotor is in a lost communication state (e.g., just incase it is merely the receive capability of wireless interface 710 whichis not working, or wireless interface 710 is less sensitive than thecounterpart wireless interface). In some embodiments, the stoppablerotor issues some external, visual signal. For example, the rotorcontroller may turn on an external light, indicating that the stoppablerotor is in a lost communication state (e.g., a first color for normaloperation, a second color for the lost communication state, and a thirdcolor for an emergency state). Such indications may enable a pilotand/or a flight computer to know that the stoppable rotor is in a lostcommunication state and is switching (if needed) to hovering. This maysignal to the pilot and/or flight computer to take appropriate action(e.g., turn on the rotor motor(s) which drive the stoppable rotor).

The following figures illustrate some examples associated with stoppinga stoppable rotor and/or maintaining a desired stop position once thestoppable rotor has stopped. First, an example of a process to stop thestoppable rotor is described. Then, since the stoppable rotor can becomeunstable as it slows down to a stop or even once it has stopped, exampleprocesses for detecting such an instability as the stoppable rotor slowsdown or an out-of-position condition once the stoppable rotor hasstopped are described.

FIG. 8 is a flowchart illustrating an embodiment of process to stop astoppable rotor. In some embodiments, the process is performed when theaircraft is transitioning from hovering to forward flight and thestoppable rotor needs to be stopped (e.g., in order to reduce the dragwhen flying forward). In some embodiments, the process is performed bystoppable rotor controller 706 in FIG. 7.

At 800, while an aircraft which includes a stoppable rotor ismid-flight, a braking start point associated with the stoppable rotor iscalculated, wherein the stoppable rotor includes a first blade and asecond blade and the stoppable rotor is configured to rotate about asubstantially vertical axis. Generally speaking, the braking start pointis a point at which braking or stopping of the stoppable rotor begins(e.g., with the intention of bringing the stoppable rotor to a stop, asopposed to just slowing the stoppable rotor down). In variousembodiments, the braking start point may be expressed as a time (e.g., atime at which to begin applying negative torque in order to stop therotor) or as an angle (e.g., an angle, in advance of some desired stopposition, at which to begin applying negative torque).

In some embodiments, step 800 is performed continuously and/or inreal-time while the stoppable rotor is rotating. For example, if thestoppable rotor rotates faster, then the braking start point will needto begin sooner to compensate. Or, if there are strong crosswinds, thenthe braking start point may need to begin sooner to compensate for that.By performing step 800 continuously and/or in real-time, this permitsthe system to always have an up-to-date braking start point, even as thespeed of the stoppable rotor changes and/or as environmental conditionschange.

At 802, a stopping process to stop the stoppable rotor is begun, whilethe aircraft which includes the stoppable rotor is mid-flight, when thestoppable rotor reaches the braking start point, wherein the stoppablerotor is stopped with the first blade pointing forward and the secondblade pointing backward. For example, when the braking start point isreached, a negative torque may begin to be applied using rotor motor(s)712 in FIG. 7. The position of stoppable rotor 102 in FIG. 1A shows anexample of a desired stop position where one blade is pointing forwardand another blade is pointing backward.

The following figure illustrates an example of a state machineassociated with a stoppable rotor controller. This state machine may behelpful in understanding the process of FIG. 8, as well as otherexamples.

FIG. 9 is a diagram illustrating an embodiment of a state machineassociated with a stoppable rotor controller. In some embodiments,stoppable rotor controller 706 in FIG. 7 goes through the followingstates. The states shown may be primarily concerned with starting andstopping the stoppable rotor and other tasks or responsibilities notdirectly associated with starting or stopping the stoppable rotor arenot necessarily shown here (e.g., adjusting the angular rate of thestoppable rotor while hovering, in response to a pilot's instructions).

At state 900, the stoppable rotor controller is in a state where it iscalculating the braking start point. At this time, the stoppable rotoris rotating and as described above, the braking start point may becalculated continually and/or in real-time. In the context of FIG. 8,step 800 is performed during state 900.

If an instruction to stop the stoppable rotor is received, the stoppablerotor controller switches to state 901 where the process searches forthe braking start point. For example, the stoppable rotor controller maybe “armed” and examines the rotational angle of the stoppable rotor,looking for the braking start point so that the stopping process can betriggered.

Once the braking start point is reached, the stoppable rotor controllerswitches to state 902 where a stopping process is performed. In thecontext of FIG. 8, step 802 is performed during state 900. An example ofa process to detect an unstable position while the stoppable rotor iscoming to a stop is described in more detail below.

Once the stoppable rotor has stopped at the desired stop position, thestoppable rotor controller switches to state 904 where the desired stopposition is maintained. In this state, the stoppable rotor has stopped.An example of a process to maintain the desired stop position (e.g., tocompensate for any shifting or moving of the stoppable rotor) isdescribed in more detail below.

If an instruction to start the stoppable rotor is received, thestoppable rotor controller switches to state 904 where the braking startpoint is calculated.

While the stoppable rotor controller is in state 902, the stoppablerotor may enter an undesirable and/or unstable position or state when itis slowing down to a stop. The following illustrates an example of suchan undesirable position.

FIG. 10 is a diagram illustrating an embodiment of an undesirableposition which may occur when a stoppable rotor is coming to a stop. Inthe example shown, plane 1000 shows a level plane in which the stoppablerotor ideally or preferably rotates and stops. This is the preferredplane because it is a neutral plane and is the most stable. For clarity,some elements of the aircraft are not shown (e.g., a tail).

Sometimes when the stoppable rotor is slowing down, as the trailingblade (1002) comes around to the front of the aircraft, the trailingblade may catch in the wind or air, causing the trailing blade to stopwhile pointing roughly forward and the leading blade (1004) to stopwhile pointing roughly backward. When stopped, the blades should bepointing in the opposite directions, (i.e., leading blade 1004 should befacing forward and trailing blade 1002 should be facing backward). Also,in this stopped position, the trailing blade will be tilted up (i.e.,above level plane 1000) and leading blade 1004 will be tilted down(i.e., below level plane 1000). When stopped, the blades shouldsubstantially be in level plane 1000 because this minimizes the dragfrom the stopped blades when the aircraft is moving forward. In someembodiments, the rotor controller detects the position shown in thisfigure using one or more of the components shown in FIG. 7.

In some embodiments, a stopped rotor aircraft detects when its stoppablerotor is in an unstable position (e.g., while coming to a stop or hasstopped in such a position) and responds accordingly. The followingfigure describes an example of this.

FIG. 11 is a flowchart illustrating an embodiment of a process to detectan unstable position of the stoppable rotor and continue a rotation in anormal direction of rotation. In the example shown, the process isperformed during a stopping process. For example, the process isperformed at state 902 in FIG. 9. In some embodiments, the process ofFIG. 11 is performed combination with the process of FIG. 8.

At 1100, it is determined if the stoppable rotor is in an unstableposition. In some embodiments, this check is performed once thestoppable rotor has stopped and the angular rate (i.e., angular speed)of the stoppable rotor is zero. In some embodiments, if (at that time)the trailing blade is generally pointing forwards (e.g., the rotationalangle of the stoppable rotor is between or within some range of angles)and/or the tilt angle of the stoppable rotor indicates that thestoppable rotor has substantially left a level plane (e.g., the tiltangle is within some range of range of angles), then it is determinedthat the stoppable rotor is in an unstable position.

In some embodiments, step 1100 analyzes the stability of the stoppablerotor even before the stoppable rotor comes to a stop. For example, thechecks described above with respect to the rotational angle and tiltangle may be performed while the angular rate of the stoppable rotor isa positive (i.e., non-zero) value and the stoppable rotor is stillmoving.

Referring back to FIG. 7, step 1100 may be performed using any of thecomponents shown there to detect when that stoppable rotor has stoppedand if the stoppable rotor is properly positioned (e.g., the gyroscopes(702 a and 702 b) may provide the angular rate and the lasers (703 a and703 b) and laser sensor(s) 714 may provide the rotational angle).

Step 1100 may be performed as many times as desired, for examplecontinuously while a stopping process is being performed until thestoppable rotor comes to a stop. If the decision at step 1100 is No(e.g., for all of the checks performed, if performed multiple times),the process ends (e.g., because the stoppable rotor was always stableand no intervention was required).

Otherwise, if the decision at step 1100 is Yes (e.g., for any of the oneor more times step 1100 is performed), the stoppable rotor is rotated atleast one more rotation in a regular direction of rotation at 1102. Forexample, if the motors which power the stoppable rotor are applying anegative torque to stop the stoppable rotor, then the motor(s) may(e.g., briefly or temporarily) apply a positive torque to continuerotating in the regular direction of rotation. As used herein, the term“regular direction of rotation” of the stoppable rotor is the directionof rotation when the aircraft is hovering and the stoppable rotorprovides vertical thrust and vertical lift. Since the check at 1100 maybe performed while the stoppable rotor is still rotating in the regulardirection of rotation (at least in some embodiments), rotating thestoppable rotor at least one more rotation in the regular direction ofrotation may get the stoppable rotor out of the unstable position whileworking with, and not against, inertia.

At 1104, it is determined if the stoppable rotor is in a stableposition. If it is determined that the stoppable rotor is not in astable position at step 1104, the stoppable rotor is rotated at leastone more rotation in a regular direction of rotation at step 1102. Forexample, the motor(s) for the stoppable rotor may continue to applypositive torque until the stoppable rotor is detected to be in the levelplane. That is, the system checks for some condition to be met beforetrying to stop the stoppable rotor again. In some embodiments, themotor(s) to the stoppable rotor may be run for a fixed amount of time.In some embodiments, the aircraft gradually steps up the angular ormotor speed (as needed) in order to get the stoppable rotor into thelevel plane. For example, a small tilt up/down may not require that muchangular speed to return the blades to the level plane, and it may bedesirable to keep the angular speed low so that the stoppable rotor canbe stopped sooner.

If it is determined that the stoppable rotor is in a stable position atstep 1104, the stopping process to stop the stoppable rotor is begunwhen the stoppable rotor reaches a second braking start point at 1106.In other words, the stopping process is performed again from thebeginning, for example by having the motors apply a negative torque onthe stoppable rotor once the second braking start point is reached. Forexample, the stoppable rotor is probably not rotating at the sameangular rate and therefore a new (e.g., second) braking start point iscalculated to reflect the new, probably slower angular rate.

In some embodiments, feedback is used to adjust an amount of (negative)torque applied during a stopping process. The following figure shows oneexample of this.

FIG. 12 is a flowchart illustrating an embodiment of a stopping processwhich uses feedback. In some embodiments, this stopping process is usedat step 802 in FIG. 8, in state 902 in FIG. 9, and/or at step 1106 inFIG. 11.

At 1200, an initial amount of torque is applied to the stoppable rotor,wherein the magnitude of the initial amount of torque is strictly lessthan the magnitude of a maximum amount of torque. In some embodiments,the torque applied is negative where positive torque will cause thestoppable rotor to rotate in a regular direction of rotation (e.g., suchas when the stoppable rotor is used during hovering to provide verticallift and vertical thrust). By using strictly less than the maximumamount of torque, some additional torque will be held in reserve shouldthe feedback loop require more torque (e.g., if the maximum amount ofnegative torque is −135 Newton meters and the torque is initially set tothat, the system will have no recourse if the feedback loop wants toincrease the amount of negative torque to −140 Newton meters).

At 1202, an amount of torque applied to the stoppable rotor is adjustedusing feedback. In some embodiments, the feedback at step 1202 includesusing a proportional-derivative (PD) controller, which is a type offeedback controller or feedback loop. The following figures show anexample of this.

FIG. 13 is a diagram illustrating an embodiment of aproportional-derivative (PD) controller used to adjust an amount ofnegative torque used to stop a stoppable rotor. In this example, a PDcontroller (which is a type of feedback controller or feedback loop) isshown. The rotational angle (i.e., θ) associated with diagram 1300 andthe angular rate (i.e., ω) associated with diagram 1320 are referred toas the proportional term and the derivative term, respectively, becauseangular rate is the derivative of the rotational angle (i.e., ω=dθ/dt).

Diagram 1300 shows an example of a proportional term which in thisexample is associated with the rotational angle of the stoppable rotor.At time t=0, an initial amount of negative torque is applied to thestoppable rotor. This corresponds to the time or rotational angle whenthe stopping process begins. For example, in the context of step 802 inFIG. 8, time t=0 corresponds to when the stoppable rotor reaches thebraking start point.

Curve 1302 represents a reference value for the angle of the stoppablerotor (i.e., θ_(ref)). In a perfect system, the actual angle (i.e.,θ_(actual)) of the stoppable rotor as time progresses (and as theinitial amount of negative torque causes the stoppable rotor to come toa stop) would exactly match of the reference angle, θ_(ref). However, inreal-world systems there will be some difference and this range ofθ_(actual) is shown as dotted area 1304. In some embodiments, θ_(actual)is obtained using the lasers (703 a and 703 b) and laser sensors (714)shown in FIG. 7.

Diagram 1320 is similar to diagram 1300 but shows a derivative termassociated with the angular rate of the stoppable rotor. As before, aninitial amount of negative torque is applied at time t=0. Line 1322shows ω_(ref) (e.g., the reference angular rate), and dotted area 1324shows the range of ω_(actual) (e.g., the actual angular rate). In someembodiments, ω_(actual) is obtained using the gyroscopes (702 a and 702b) shown in FIG. 7.

Diagram 1340 shows how the (negative) torque which is applied to thestoppable rotor is adjusted using the exemplary PD controller in orderto compensate for any difference between the actual and referencerotational angle, as well as any difference between the actual andreference angular rate. τ is the (negative) torque which is output byone or more motors and control the rotation of the stoppable rotor. Thisis the value which is adjusted by the PD controller per diagram 1340.The first term in the equation (i.e., τ_(initial)) is the initial amountof (negative) torque which is applied at time t=0 in diagram 1300 anddiagram 1320. In this example, the initial amount of negative torque isset to 90% of a maximum amount of negative torque. For example, thisleaves some negative torque in reserve in case the PD controllerrequires more negative torque to be applied.

The second term (e.g., C_(p)(θ_(ref)−θ_(actual))) and third term (e.g.,C_(d)(ω_(ref)−ω_(actual))) in the equation are used to adjust the torqueafter the initial torque is applied, while the stoppable rotor isslowing down. If the difference between the actual and referencerotational angle (i.e., (θ_(ref)−θ_(actual)), which is also therotational angle error) equals zero and the difference between theactual and reference rotational angle (i.e., (ω_(ref)−ω_(actual)), whichis also the rotational angle error) is also zero, then the torqueapplied will remain set to the initial torque (i.e., τ=τ_(initial)).However, if either of those differences or errors is non-zero, then thetorque will be adjusted accordingly. The terms C_(p) and C_(d) arescaling factors (i.e., constants).

Diagram 1360 shows how the PD controller may be used to adjust a nominaltorque of 0 once the stoppable rotor has come to a complete stop at thedesired stop position. For example, to minimize weight and/orcomplexity, a stoppable rotor may not necessarily include a lock (e.g.,mechanical or magnetic) to lock the stoppable rotor in a desired stopposition once the stoppable rotor has stopped there. To keep is in thedesired stop position, the PD controller may be used to “nudge” thestoppable rotor back into position should it shift slightly using asmall amount of positive torque or negative torque. Between diagram 1340and diagram 1360, τ_(initial) is set to 0, (e.g., there is a nominaltorque of 0), θ_(ref) is set to 0 (e.g., which corresponds to thedesired stop position), and ω_(ref) is set to 0 (e.g., because thestoppable rotor has stopped rotating). Naturally, a stoppable rotor mayinclude a (e.g., mechanical and/or magnetic) lock and in suchembodiments a PD controller does not adjust a nominal torque of 0 whilethe stoppable rotor is stopped at the desired stop position.

In some embodiments, there is a check or process which decides when tostop applying the (negative) torque to brake the stoppable rotor andswitch to zero torque (e.g., at or near the desired top position). Forexample, this corresponds to switching from the torque specified indiagram 1340 to the torque specified in diagram 1360. Both overshootingand undershooting the desired stop position is undesirable. To determinewhen to release the (negative) stopping torque, such a check or processmay evaluate the current state of the stoppable rotor in order todetermine if (e.g., hypothetically) the (negative) stopping torque wasno longer applied, if the stoppable rotor would come to a stop at thedesired stop position. In some embodiments, this evaluation may inputthe current angular rate (i.e., ω_(actual)) and rotational angle (i.e.,θ_(actual)).

PD controllers are part of a more general class of controllers referredto as proportional-integral-derivative (PID) controllers. Although anintegral term is not shown and/or used in this example, in someembodiments an integral term is used. For example, there may be another,third term associated with the integral term (e.g., an integration ofthe angular error (i.e., (θ_(ref)−θ_(actual)))).

The following figure shows an exemplary stoppable rotor at variousrotational angles which are of interest to this PD controller example.

FIG. 14 is a diagram illustrating an embodiment of a stoppable rotorwhich is stopped using a proportional-derivative (PD) controller. Fromthis top view, the stoppable rotor's regular direction of rotation(e.g., while hovering) is clockwise. Stoppable rotor 1400 shows thestoppable rotor at the braking start point when the initial amount of(negative) torque is applied. For example, this corresponds to time t=0in diagram 1300 and diagram 1320 in FIG. 13.

The stoppable rotor will start to slow down (e.g., due to the negativetorque being applied) but will continue to rotate through angular region1402 between the braking start point (1400) and the desired stopposition (1404). In this region, the amount of negative torque isadjusted using a PD controller. For example, the equation shown indiagram 1340 in FIG. 13 is used to control or otherwise adjust theamount of torque applied to the stoppable rotor in angular region 1402.

Stoppable rotor (1404) shows the stoppable rotor at the desired stopposition where the blade without the tailfin is pointing forward (i.e.,toward or over the nose of the aircraft) and the blade with the tailfinis pointing backward (i.e., toward or over the tail of the aircraft).This is the position the stoppable rotor will be held in while thestoppable rotor is off. A torque of zero is (nominally) be applied sincea positive torque would cause the stoppable rotor to rotate in theclockwise direction and a negative torque would cause the stoppablerotor to rotate in the counterclockwise direction. In a perfect systemor environment, the stoppable rotor would not shift or move and thetorque would remain at 0. However, should the stoppable rotor shiftslightly clockwise (or counterclockwise), a small amount of negative (orpositive) torque in some embodiments is applied by the PD controller toreturn the stoppable rotor to the desired stop position. See, forexample, diagram 1360 in FIG. 13.

The following figures describe these examples more generally and/orformally in flowcharts.

FIG. 15 is a flowchart illustrating an embodiment of a stopping processwhich uses a proportional-integral-derivative (PID) controller. FIG. 15is similar to FIG. 12 and for convenience similar reference numbers areused. As with FIG. 12, FIG. 15 may be used at step 802 in FIG. 8, instate 902 in FIG. 9, and/or at step 1106 in FIG. 11.

At 1200, an initial amount of torque is applied to the stoppable rotor,wherein the magnitude of the initial amount of torque is strictly lessthan the magnitude of a maximum amount of torque. See, for example, timet=0 in diagram 1300 and diagram 1320 in FIG. 13 and the braking staringpoint (1400) in FIG. 14.

At 1202′, an amount of torque applied to the stoppable rotor is adjustedusing feedback, including by using a proportional-integral-derivative(PID) controller which uses a rotational angle associated with thestoppable rotor and an angular rate associated with the stoppable rotor.FIG. 13 shows one example of this with a PD controller which uses aproportional term associated with rotational angle and a derivative termassociated with angular rate. Or, a PID controller may be used whichuses an integral term, a proportional term, and a derivative term.

FIG. 16 is a flowchart illustrating an embodiment of a process tomaintain a desired stop position. For example, the process of FIG. 16may be performed during state 904 in FIG. 9 and/or may be performed incombination with any of the above techniques and/or processes.

At 1600, while the stoppable rotor is stopped with the first bladepointing forward and the second blade pointing backward, a nominaltorque of zero applied to the stoppable rotor is adjusted using aproportional-integral-derivative (PID) controller which uses arotational angle associated with the stoppable rotor and an angular rateassociated with the stoppable rotor. As described above, this mayinclude using a PD controller which uses (only) a proportional term anda derivative term (see, for example, diagram 1360 in FIG. 13), or a PIDcontroller which uses a proportional term, an integral term, and aderivative term.

It is noted that step 1600 may use the same PID controller as theprocess of FIG. 12, but with different settings or configurations. Forexample, as shown in FIG. 13, τ_(initial) may be set to either0.9·τ_(max) _(_) _(neg) (see diagram 1340) or to 0 (see diagram 1360).

One potential problem with the stopping process is that the stoppingprocess may trigger before the stoppable rotor actually reaches thebraking start point, for example due to noise. The following figuresdescribe an example of a technique to reduce the likelihood of this.

FIG. 17 is a diagram illustrating an embodiment of a state machineassociated with a stoppable rotor controller which includes a state towait for a searching start point. FIG. 17 is similar to FIG. 9 and forconvenience similar reference numbers are used.

In this example, when the controller is in state 900 (i.e., thecalculate braking start point state) and an instruction to stop thestoppable rotor is received, the controller goes into state 1700 whereit waits for a searching start point. In this state, the controllerexamines the rotational angle of the stoppable rotor not to find thebraking start point and/or trigger the stop process, but rather to findthe searching start point. The searching start point is some pre-definedpoint (e.g., in time or an angle) before of the braking start point. Inexamples described herein, the searching start point is ⅓ of a completerotation before the braking start point. In other words, the stoppingprocess cannot (e.g., prematurely) trigger before the searching startpoint has been reached.

Once the stoppable rotor reaches the searching start point, thecontroller switches to state 901 where the process searches for thebraking start point. In this state, the controller examines therotational angle of the stoppable rotor in order to find the brakingstart point so that it can trigger the stopping process.

In some embodiments, the state machine may have a state transition fromstate 1700 to state 900 and/or a state transition from state 901 tostate 900 so that the braking start point can continue to berecalculated (e.g., in state 900) while waiting for the searching startpoint (e.g., in state 1700) and/or while waiting for the braking startpoint (e.g., in state 901). As described above, if braking start pointis found relatively quickly then it may be acceptable to not recalculatethe braking start point while in these states. Alternatively, if thebraking start point changes quickly and/or it takes awhile until thebraking start point is found, then the braking start point may berecalculated during those states. See, for example, the dashed lines inthis figure.

The rest of the state machine is the same as in FIG. 9 and for brevityis not described here.

The following figure shows an example of a searching start point.

FIG. 18 is a diagram illustrating an embodiment of a searching startpoint and noise which prematurely triggers a stopping process. Diagram1800 shows the stoppable rotor in a variety of positions. Position 1802shows the stoppable rotor in the desired stop position. The brakingstart point which would result in this desired stop position is shown asposition 1804.

One problem is that noise may cause the stopping process to triggerprematurely. Diagram 1820 shows how the braking start point is detectedand the stopping process is triggered. In this diagram, the x-axis istime and the y-axis is the difference between the braking start point(e.g., position 1804) and the current or actual rotational angle (e.g.,° actual). Difference function 1830 shows an example of an error freedetection of the braking start point. To detect when the stoppable rotoris at the braking start point, a sign change in the difference function(1830) from positive to negative is searched for. See, for example thesign change at 1832 which shows an error free detection of the brakingstart point.

Difference function 1830 shows an example of how noise may cause thesystem to erroneously think the stoppable rotor is at the braking startpoint and prematurely trigger the stopping process. Difference function1830 includes a point discontinuity where some noise in the systemresults in a difference value which has a magnitude close to π but has anegative sign (i.e., negative noise 1842 in the diagram). If the brakingstart point detection rule is to “look for a sign change from positiveto negative” then negative noise 1842 will cause the system to think thestoppable rotor is at the braking start point and will cause thestopping process to trigger prematurely. In diagram 1800, this prematuretriggering of the stopping process corresponds to position 1806, whichis roughly 180° off of the braking start point (to preserve thereadability of the figure, a stoppable rotor at position 1806 is notshown).

To prevent such noise from prematurely triggered the stopping process,sign changes with a large magnitude (e.g., at magnitudes near π) may beignored when trying to determine when the stoppable rotor is at thebraking start point. In diagram 1820, this corresponds to only declaringthat the stoppable rotor is at the braking start point when a signchange occurs in the dotted region between π/3 and −π/3. Note that thisdotted region would cause the sign change which occurs in differencefunction 1840 to be ignored but the sign change in difference function1830 would properly cause the stopping function to be triggered.

In diagram 1800, this corresponds to not searching for the braking startpoint until ⅓ of a rotation before the braking start point (i.e., atsearching start point 1808). Note that position 1808 (e.g., where thestopping process triggered prematurely due to noise) is before thesearching start point (1808), so with this technique the error scenariodescribed above can be avoided.

As with the braking start point, the searching start point may either beexpressed in time or an angle and so although this example shows thesearching start point as an angle, other embodiments may express orrepresent the searching start point as a time. Also, although thesearching start point is shown here as being ⅓ of a rotation before thebraking start point, any relationship may be used (e.g., ¼ of a rotationbefore the braking start point, etc.).

The following figure describes this more formally and/or generally in aflowchart.

FIG. 19 is a flowchart illustrating an embodiment of process to stop astoppable rotor using a searching start point. FIG. 19 is similar toFIG. 8 and for convenience similar reference numbers are used. FIG. 19may be performed in combination with any of the techniques and/orprocesses described above.

At 800, while an aircraft which includes a stoppable rotor ismid-flight, a braking start point associated with the stoppable rotor iscalculated, wherein the stoppable rotor includes a first blade and asecond blade and the stoppable rotor is configured to rotate about asubstantially vertical axis.

At 1900, a search for the braking start point is begun once thestoppable rotor has reached a searching start point. As described above,until the searching start point is reached by the stoppable rotor, thecontroller will not search for the braking start point with theintention of trigger the stopping process. To put it another way,conceptually, the stopping process is not “armed” until the searchingstart point is reached. See, for example, state 1700 (i.e., search forsearching start point) in FIG. 17 and searching start point 1810 in FIG.18 (e.g., at which point the braking start point is searched for and thestopping process is “armed”). In some embodiments, the differencebetween the searching start point and the braking start point is apre-defined amount (e.g., ⅓ of a complete rotation in FIG. 18).

At 802, a stopping process to stop the stoppable rotor begins, while theaircraft which includes the stoppable rotor is mid-flight, when thestoppable rotor reaches the braking start point, wherein the stoppablerotor is stopped with the first blade pointing forward and the secondblade pointing backward.

Although the foregoing embodiments have been described in some detailfor purposes of clarity of understanding, the invention is not limitedto the details provided. There are many alternative ways of implementingthe invention. The disclosed embodiments are illustrative and notrestrictive.

What is claimed is:
 1. An aircraft, comprising: a wing which isconfigured to provide lift during a wing-borne mode of flight; astoppable rotor which includes a first blade and a second blade,wherein: the stoppable rotor is configured to rotate about a verticalaxis of rotation during a hover mode of flight; and the stoppable rotoris configured to be stopped with the first blade pointing forward andthe second blade pointing backward at least some of the time during thewing-borne mode of flight; and a combination rotor, wherein: thecombination rotor is configured to rotate about a longitudinal axis ofrotation in a first direction at least some of the time during the hovermode of flight; and the combination rotor is configured to rotate aboutthe longitudinal axis of rotation in a second direction at least some ofthe time during the wing-borne mode of flight.
 2. The aircraft recitedin claim 1, wherein the first blade is shorter than the second blade. 3.The aircraft recited in claim 1 further including a dedicatedanti-torque rotor wherein: the dedicated anti-torque rotor is configuredto rotate at least some of the time during the hover mode of flight; andthe dedicated anti-torque rotor is configured to stop rotating at leastsome of the time during the wing-borne mode of flight.
 4. The aircraftrecited in claim 1, wherein at least one of the first blade and thesecond blade includes a flap.
 5. The aircraft recited in claim 1,wherein: the first blade is shorter than the second blade; and thesecond blade includes a tailfin.
 6. The aircraft recited in claim 1,wherein: the first blade is shorter than the second blade; and thesecond blade includes a double-sided tailfin.